Change-speed transmission



Spo @39 E94?. C, M BANKER CHANGE- SPEED TRANSMISS ION Filed April 14,1944 5 Shasta-Sheet 1 Sm. 23, m47. o. H. BANKER 2,427,653

CHANGE-SPEED TRANSMISSION Filed April 14, 1944 3 Sheets-Sheet 2 PatentedSept. 23, 1947 CHANGE-SPEED TRANSMISSION Oscar Il. Banker, Evanston,Ill., assignor to New Products Corporation, Chicago, Ill., a corporationof Delaware Original application March 17, 1941, Serial No.

Divided and this application April 14, 1944, Serial No. 531,133.

(Cl. i4-372) Claims.

This invention has to do with change-speed apparatus for drivinglyconnecting rotatable drive and driven members [or rotation in differentspeed ratios, and relates particularly to such an apparatus suitable foruse between the engine and running gear of a motor vehicle and tocontrols for the apparatus. This application is a division of mycopending application Serial No. 383.775, led March 17, 1941, forChange-speed transmission, now Patent No. 2,353,137.

An object of this invention is the provision of a novel structure andarrangement fOr obviating conditions resisting or blocking shifting ofpower trains in power transmission apparatus wherein a coupling such asa uid ywheel is employed with a plural power train change-speedtransmission in which a lower ratio train includes toothed membersmeshable to mobilize such train and demeshable to demobilize the sameand an overrunning clutch that adapts this train to remain mobilizedwhile a higher ratio train is established in operation. This novelstructure and arrangement includes means for eontravening the loading ofthe lower ratio train by torque normally impressed thereon from saidcoupling, when the higher ratio train is not in operation, to relax saidlower ratio train and thus facilitate the meshing and demeshing of thetoothed members. Another object is the provision of apparatus as theabove wherein the load contravening means is operable to impartretrograde rotation to the drive part of the overrunning clutch rela-Lively to the driven part thereof as a step in relaxing the power train.l

Another object is the provision in a vchangespeed transmission powertrain mobilizable by the meshing of meshable toothed members and havingtherein an overrunning clutch unit, of means associated with themeshable members to cause these members to relatively rotate, pursuantto meshing, and in such direction as is permitted by the overrun oi"said overrunning clutch; and the invention further contemplates suchrelative rotating means associated with the toothed members andoverrunning clutch of apparatus according to either of the two foregoingobjects,

Another object is the provision of power transmission apparatus whereinan overrunning clutch is common to a forward starting train and areverse starting train in each of which there are meshable means forcontrolling the mobilization of these trains, and means for rotating thedrive part of the overrunning clutch backwardly to releave the loadingof either train and to retain said drive part in the backwardly rotatedposition against the impositive urge of a coupling device whereby therelaxed condition of these trains is insured during the meshing ordemeshing of their respective mobilizing means.

Another object of this invention is the provision in a change-speedtransmission apparatus wherein a change from a lower speed train to ahigher speed train is brought about by deceleration of an engine-drivenone of complemental meshable parts to synchronism with another to resultin their meshing so the former can drive the latter of a synchronizerbrake normally operable to decelerate the drive member to suchsynchronism when a shift is executed from the low speed train to thehigh speed train, means settable to preclude such shift, and meansoperable under control of said settable means to preclude operation ofthe brake means when the settable means is so set.

Additional desirable objects, ancillatory to those above recited, andothers inherent in and encompassed by this invention will subsequentlybecome apparent.

In the drawings:

Fig. 1 is a. fragmentary view partly in section and taken substantiallyvupon a plane extending axially through power transmission apparatus 0embodying one form of this invention;

Fig. 2 is an elevational view of linkages responsive to both manual andspeed responsive controls for adjusting the connections of thetransmission power trains;

Fig. 3 is a transverse sectional view looking forwardly substantiallyupon the line 3-3 of Fig. 1 and illustrating synchronizer brakemechanism to expedite shifting of the transmission power trains and toinsure release of overrunning clutch means in certain of the powertrains whereby these power trains will be released when the apparatus isnot in use.

Fig. 4 is an enlarged fragmentary view, partly in section, of clutchteeth having their ends bevelled for causing relative rotation thereofin a direction determined by the character of such bevelling pursuant tomeshing of these teeth, the view being taken on the line '5 4 of Fig. 1;

Fig. 5 is a perspective view, partially diagrammatic, illustratingbevelling at the ends of teeth upon axially meshable `reverse traingears ernployed in transmission of Fig. 1;

Fig. 6 is a panoramic view taken at the section A-B-C-D in Fig. 5 and inthe direction of the arrows 6 6;

Figs. 7, 8 and 9 are views corresponding to Fig, 6 but illustratingrespectively diierent arrangements of gear tooth bevels for causingrelative rotation of the gears in a direction facilitating meshing ofthe teeth;

Fig. 10 is an elevational view of a governor controlled linkage foroperation of one of the cams in Fig. 2;

Fig. 11 is an elevational view of a. modied form of transmissionapparatus embodying a form of the present invention, parts being brokenaway and other parts being shown in section for clarity; and

Fig. 12 is a fragmentary view partly in section illustratin? bevelledends upon a jaw clutch of the apparatus shown in Fig. 11, and taken uponthe line I2-I2 in that figure.

Both forms of transmission apparatus herein disclosed are designedespecially for use upon motor vehicles. The first embodiment, nowA to bedescribed with reference to Figs. l to 10, includes a fluid coupling Cof which the impeller part IU is connectible by means such as bolts IIwith an engine crankshaft I2. 'I'he hub I3 for the runner or drivenelement I4 of the coupling C is splined at I5 to a hub portion I6 of abrake drum I1, and a second hub portion I8 of this brake drum is splinedto a transmission drive shaft I9 at a splined section 20 thereof,whereby the runner I4 is connected with said transmission drive shaft.The present embodiment employing a fluid coupling between the enginecrankshaft I2 and the transmission drive shaft I9, is preferred to oneemploying other forms of clutch or coupling devices, particularly speedresponsive friction or electromagnetic clutches, because of itssimplicity of construction and its speed responsive characteristicspermitting initial slippage resulting in higher engine speeds andcorresponding higher torque, facilitating the starting of a vehicle uponwhich the apparatus may to wedge the rollers against the ring when thelatter tends to rotate counter-clockwise (as viewed from the front)relative to said actuator member. This actuator member 31 is integralwith a long sleeve shaft 38 which is journalled upon the rod 33 byneedle bearing sets 39 and 40. The transfer of power continues through ajaw clutch 4I comprising a driving part 0f clutch teeth 42 arrangedcircumferentially about the sleeve 38, a driven part ccmprisingcircumferentially arranged teeth 43 upon a sleeve 44 and a clutch ring45 having internal teeth mutually meshable with the teeth 42 and 43 bysliding said ring forwardly to connect the sleeve 44 for rotation withthe sleeve 38. A groove 46 in the ring 45 facilitates axial sliding ofthis ring by means of a shifter fork 41 shown in Fig. 2. When the clutch4I is disengaged the sleeve 44 is freely rotatable about the sleeve 38whereon it is carried by needle bearing sets 48 and 49. Said irst speedpower train is mobilized when the teeth of the .c lutch 4I are meshed.Thus a gear 50 integral with the sleeve 44 is driven through said clutchand drives a gear 5I which is journalled at its hub 52 upon a hub 53 ofan actuator member 54 comprising a part of an overrunning clutch unit55. This overrunning clutch unit includes clutch rollers 56 and a drivering 51 integral with said gear 5I as be installed through a higherspeed ratio power train than the lowest of available power trains, undernormal starting conditions.

The drive shaft I9 is connectible through change-speed gearing generallydesignated T enclosed within a gear box 2| and for turning a drivenshaft 22, the shafts I9 and 22 being journalled in bearings 23 and 24 inthe front and back walls of the gear box 2i, and the front end of thedriven shaft 22 having a bearing section 25 of reduced diameter pilotedwithin a bearing cavity 2B in the back end of the drive shaft andjournalled therein upon a set of needle bearings 21 according tostandard practice.

Said gearing T has one reverse power train and four forward drive powertrains of which the speed ratio is suitable for use in combination witha geared-up dierential such as that used in association with the rearaxle shafts of automotive vehicles. ployed in combination with such ageared-up differential the nrst, second and third speeds which areobtained through power trains including speed reduction gearingrespectively correspond to the first, second and third speeds (of whichthe third is obtained by a direct connection of the drive and drivenshafts) of a conventional three-speed transmission with a conventionallygeared differential, whereas the fourth speed or direct drive connectionof this transmission corresponds to a fourth or overdrive connection ofsuch a conventional transmission when operating with an overdrive deviceof well-known character.

The rst speed power train comprises a gear 28 integral with the driveshaft I9 and meshed with a countershaft gear 29 which has a sleevelikehub journalled by means of needle bearing sets 3I and 32 upon acountershaft bearingrod 33 suitably anchored in the ends of the gearbox. Power is transmitted from the gear 29 through' an overrunningclutch 34 including a drive ring 35, clutch rollers 36 and a normallydriven actuator member 31 operative When this transmission is em.

well as said actuator member 54 which is splined at 58 to the drivenshaft 22. The actuator member 54 has cam faces (not shown) so disposedthat the gear 5I and ring 51 will be effective when rotated clockwise asviewed from the front for causing the rollers to wedge into drivingrelation between said ring and actuator member so the shaft 22 will bedriven from the gear 5I.

The second speed power train includes the drive shaft gear 28, thecounter shaft gear 29. overrunning clutch 34, sleeve 38, a gear 59integral with said sleeve 38, a gear 60 meshed with said gear 59 andjournalled upon the driven shaft 22, and a jaw clutch 6I including adriving component of teeth 62 upon the gear S0 and teeth 63 upon a ring64 splined at 65 to the driven shaft 22 and slidable axially of saidshaft for meshing and demeshing the said teeth. When the clutch 6I isengaged the second speed power train will be established and duringoperation of this second speed power train the driven shaft will rotatefaster than the gear 5I as permitted by the overrunning clutch 55 whilethe clutch 4I remains engaged for maintaining the first speed powertrain mobilized.

Third speed is obtained when the clutch 6I is disengaged and a clutch 66is engaged. Clutch 66 comprises clutch teeth 61 and 68 which areyrespectively upon the back end of a ring 69, splined at 10 to the backend of the drive shaft I9, and upon the front face or end of the gear60. Hence when the clutch 66 is engaged and the clutch BI disengagedpower may be transmittedffrom the drive shaft to the driven shaftthrough the third speed power train comprising said clutch 66, gears 6Uand 59, clutch 4I. gears 5I) and 5I and the overrunning clutch 55 to thedriven shaft. Meanwhile the actuator member 31 of the overrunning clutch34 will be rotated faster thanfthe clutch ring 35 as permitted by therollers 36.

Fourth speed is obtained by connecting the drive and driven shafts I9and 22 for rotation in unison and the power train for accomplishing thisis established 'by concurrent engagement of the clutches 6| and 66,power then beins transmitted from the drive shaft through said clutch66. the hub of gear 60, clutch 6|, and. its splined member 64 to thedriven shaft 22. concurrently the actuator member 31'of overrunningclutch 34 will be driven at an overspeed with respect to the clutch ring35 as permitted by the clutch rollers 36 and the actuator member 64 ofthe overrunning clutch. will be driven at an overspeed with respect tothe gear'tl as permitted by the rollers 56. y

The reverse power train includes the gears 20 and 29, overrunning clutch34, sleeve 30, gear .69a splined to the sleeve 38 at 69h, an idler gear1| shown in full lines in Fig. 2 and in broken lines in Fig. 1, and agear 12 splined at 13 to the driven shaft 22. The idler gear 1| isfreely rotatable and axially slidable upon a countershaft 14 which isparallel with the shaft 22 but disposed to the right of the gears 69aand 12, as viewed from the front, wherefore the gear 1| is shown inbroken lines in Fig. 1. When the idler gear 1| occupies a forwardposition, illustrated in Fig. 1, upon its shaft 14 the reverse train isdisconnected, but is connectible or establishable when the gear 1| isslid rearwardly mutually into mesh with the gears 69a and 12. Sliding ofthe gear 1| is accomplished by means of a shifter fork 15 which rideswithin the groove 19 circumscribing a hub extension of the gear 1i andhaving a hub portion 11 slidable lengthwise of a shifter fork rod 18. f

Normally in the operation of this apparatus the transmission gearingwill be connected for starting the vehicle forwardly by means of thesecond speed train and after the vehicle has attained a selected speedin excess of a predetermined minimum at which speed-responsive meanspresently to be described is operable to enable establishment of thethird or fourth speed power trains, the operator'will initiate anautomatic change into the fourth speed connection. In conditioning theapparatus for starting in the second speed power train as aforesaid, theoperator will shift a lever (not shown) operably connected with a shaft19 upon which a cam plate 80 is xed, to cause rotation of this shaft andcam plate counter-clockwise one position from the neutral N to theforward starting position F. Such rotation of the cam plate 80 willcarry one end, 8i, of a short radius section B2 of a slot S in the camplate 80 into registry with a stud 83 incident to camming said studforwardly. Said stud 89 is mounted upon the hub of the shifter fork 31so that incident to such forward movement of the stud this shifter forkwill be slid forwardly upon the rod 18 and thereby engage the clutch 9|for mobilizing the rst speed power train. Rotation of the cam plate 80to position F will also displace a long radius profile section 09 ofsaid cam from engagement with a stud 35 which is mounted in the lowerend of an arm 06 and spring-pressed against the edge of said cam plate.A short radius profile section 91 of the cam plate will be carried intoregistry with said stud 65 so that a shaft 80 upon which the arm 89 isfixed can pivot clockwise under the fniiuence of a spring as that shownin broken lines at ,89 in Fig. l. This spring 89 is wrapped about theshaft 88 and has one section 90 which reacts against the top of the gearbox while an opposite end section 9| acts upon the hub of a shifter fork92 for tending to rotate such fork and the shaft 98 clockwise. The legsof this shifter fork carry pins 93 projecting into dia- 6 metricallyopposite portions of a groove 94 in the clutch ring 64 whereby theclockwise movement of said shifter fork will slide'the ring 64 forwardlyfor engaging the clutch 6|. If the teeth 63 happen to be axially alignedwith the spaces between the yteeth 62 the clutch 6| will engageimmediately upon rotation of the cam plate 80 to position F. but, if theteeth 63 and 62 are axially aligned, the opposed ends of these teethwill be pressed into abutting relation by the spring 89 so the clutchwill later engage upon the initial rotation of the drive shait` i9 whenoperatively connected with the engine.

It will be further observed that upon rotation of the cam plate from theneutral N to the forward position F. an arcuate section 95 of the slot Swill slide idly past a stud 96 mounted in the lower end of an arm 91which is pivoted upon the shaft 86.` 'I'here is a link 98 connecting thestud 96 with a pin 99 in an arm |00 which ls pivotally connected withthe gear box by means of a pin |0|. The lower end of said arm |00 isdisposed between bosses |02 and |03 on the hub 11 of the reverse trainshifter fork 15, so that if the stud 96 were to be cammed backwardly bythe plate 80 the arm 91 would be caused to rotate counter-clockwise formoving the link 98 rearwardly and pivoting the arm |00 counterclockwisefor shifting the fork 15 rearwardly and thus establishing the reversepower train. However, since the stud 96 remains undisturbed at this timethe reverse power train will remain disconnected.

Movement of the cam plate from position N to position F carried a shortradius profile section |04 into registry with a stud |05 upon an arm |06fixed upon a cross shaft |01,4 Figs. 1 and 2, upon which there iscarried a shifter fork |08. Said shifter fork |09 is acted upon by aspring |09, shown in broken lines in Fig. 1, coiled about the shaft |01,one end ||0 of the spring reacting against the upper wall of the gearbox while the opposite end is hooked about and acts upon said shifterfork to urge the same and the shaft |01 to rotate counter-clockwise.'Ihe legs of the shifter fork |08 carry pins H2 which project into agroove||3 of the clutch ring 69. Therefore, upon release of the stud |05in Fig. 2 the spring |09 would be effective for rotating the shaft |01and the shifter fork |08 counter-clockwise to shift the clutch ring 69rearwardly 'for engaging the clutch 66 or placing the ends of the teeth61 and 68 of this clutch in ratcheting relation should the member 69 berotating clockwise (as viewed from the front) at a speed in excess ofthe gear 60 as will be explained presently. However, when the vehicle isat rest as now assumed, a cam plate H4 fixed upon a sleeve H5`iournalled upon the manually controlled shaft 19 presents a portion ofits long radius profile section ||6 in registry with the stud |05 topreclude release of said studat this time.

With the manually operated cam plate 80 now set as described in theforward position F the studs |05 and 9E will therefore be maintained inthe positions shown whereas the stud 83 vwill have been moved forwardlyfor engaging the first speed mobilization clutch di and the long radiusprofile section 94 will have been removed from the stud 05 to place theclutch 6| under control of the spring 89. The vehicleis startedforwardly by depressing lthe toe .portion of an accelerator ||1 foraccelerating the vehicle engine in the customary manner. The enginethrottle (not shown) is operatively connected with the accelerator pedalII1 by a linkage including a link I|8, a leg ||9 of a bell crank'lever|20, a shaft |2| pivotally mounted in a bracket |22 and xed to the lever|20 for pivotal movement therewith, a lever |22a fixed to the shaft 2|,and a link I22b connected with the lever |22a by a lost-motionarrangement consisting of a pin |22c on the link |2217 and an elongatedhole |22d in the lever |22a. Means as the contraction spring I 22e fixedat its lower end and connected with the link I 22b at the opposite endtends to hold this link in the endwise position for closing thethrottle. When the toe portion of the pedal I|1 is depressed for openingthe throttle and causing the engine to accelerate above idling speed thecrankshaft I2 and the impeller I0 of the fluid coupling C will be causedto rotate sufficiently fast for the latter to transmit effective drivingforce to the coupling driven part I4 in the usual manner, this drivingforce being transmitted through the runner hub I3, the splinedconnections I5 and 20, the transmission drive shaft I9, gears 28 and 29,overrunning clutch 34, and the gears 59 and 60. Should the teeth 63 ofthe Jaw clutch 6| have been axially aligned with the end portions of theteeth 62 at the time the cam plate 80 was moved from position N toposition F so that the spring 89 was effective only for bringing theends of the teeth 63 into abutting relation with the ends of the teeth62, said spring 89 will cause the teeth 63 to mesh with the teeth 82upon the initial rotation of the gear 68 by the just traced second speedpower train. 'I'his power train will be mobilized.

As the Vehicle proceeds while driven through the second speed train, aspeed will eventually be reached at which the transmission drive shaftI9 and the brake drum I1 connected therewith will rotate suiicientlyfast for causing a plurality of centrifugal Weights W, of which one isshown in Fig. 1, to pivot counter-clockwise about their pivotalmountings |23 against the urge of a spring SP, Fig, 10, anchored at oneend to the gear box by a pin P. Such pivotal movement of the weights Wcauses their heel portions |24 to shift the ball bearing unit |25backwardly against the upper ends of the legs of a fork |26 carriednon-rotatively upon a cross shaft, |21 journalled in the clutch housing|28. This shaft |21 operates a linkage including an arm A xed to saidshaft, a link L, and an arm B fixed to the sleeve |I5 (see Figs. 1, 2and 10), so that upon the aforesaid operation of the speed responsivedevice in pivoting the weights W counter-clockwise the cam plate II4will be pivoted clockwise for .operation of the second speed powertrain. 'I'he ends of the clutch teeth 61 and 68 are bevelled in themanner shown to facilitate such ratcheting.

So long as the accelerator pedal ||1 remains depressed at its toeportion the vehicle will proceed forwardly while driven in the secondspeed train and the clutch teeth 61 will continue ratcheting over theteeth 68. When the operator desires to shift from the second speed traininto the fourth or direct drive train he will simply release the toeportion of the pedal ||1 which will then return to the position shownunder the influence of conventional spring means as a spring |30, and indoing so will pivot the arm I 22a for enabling the spring |22e to closethe engine throttle. Thereupon the engin; will decelerate as will theclutch, the drive shaft I9 and the clutch ring 59, while the drivenshaft 22 and the gear 60 connected therewith through the clutch 6| willcontinue rotation at substantially constant speed due to the vehicleinertia. During this deceleration of the engine, the gears 28 and 29will correspondingly decelerate while the gear 59 meshed with the gear60 and the normally driven member 31 of the overrunning clutch 34overrun the clutch ring 35 as permitted by the clutch rollers 36. Whenthe engine slows down suciently for the clutch ring 69 to synchronizewith the gear 60 the spring |09 will slide the teeth 61 into mesh withthe teeth 68 for establishing the fourth speed power train, the drivethen being from the drive shaft I9 through the clutch 66, the hub of thegear 6U and the clutch 6| to the driven shaft 22. The normally drivenmember 31 of the overrunning clutch 34 will continue to overrun thenormally driving ring 35 of this clutch.

I provide under control of the accelerator pedal I I1 means forexpediting deceleration of the drive shaft I9 for more quicklysynchronizing the parts of the clutch 66 so that less time is requiredin shifting from the second to the fourth speed in the manner justdescribed. This synchronizer means comprises a synchronizer brake bandI3I, Figs. 1 and 2, frictionally engageable with the circumferentialperiphery of the brake drum |1 for resisting rotation thereof.

Referring now to Fig. 3, the brake band |3I is shown as having upon oneend a bracket |32 on which there is an apertured ear |33 wherein thereis disposed a bolt |34 which projects through an apertured boss |35 uponlthe inner side of the clutch casing |28. The ear |33 is normally heldfirmly against the face of the boss |35 adjacently thereto by means of ahelical spring |36 about the bolt |34 and exerting expansive forceagainst the opposite face of the boss |35 and a spring seat |31 held inselected position axially of the the distance the bolt |34 can moveendwise in the stud |35 while compressing the spring |36.v

Upon the opposite end of the brake band |3| there is formed a loop |40in which there is disposed a pintle member |4I. A bell crank' |42pivotally mounted upon a pin |43 anchored in the clutch casing |28 isconnected with the pintle |4| at one of its legs While the other leg ofthe bell crank is connected by a link |44 with an end of a reciprocalrod |45 which is connected with a motor diaphragm (not shown) within afluid motor I 46. This motor is energizable by a. vacuum line connectedwith a low pressure source as the intake manifold of the vehicle enginesaid line including conduits |41 and |48 respectively connected with themotor |46 and said low pressure source and through whichintercommunication is controlled by a valve |49. The valve |49 is in'turn controlled by the armature of a solenoid |50, the latter beingeffective when energized by the passage of an electric currenttherethrough for moving its armature in a manner to cause com.munication of said low pressure source with -the motor |46 through thevalve I 49 and said conduits |41 and |48. The valve |49 may be of the`character shown in detail in my U. S. Patent No. 2,171,534, issuedSeptember 5, 1939, When the motor is thus connected with the lowpressure source, the said diaphragm therein will be caused to moveupwardly whereby the bell crank lever M2 will be rotatedcounter-clockwise with sufficient force to cause the band |31 to applysubstantial frictionai drag or braking action upon the drum il' whichnormally rotates in the direction of the arrow.

The electric circuit for controlling energization of the solenoid l50includes a conductor |5| for connecting one side of a battery |52 orother source of electrical energy with ground, a conductor B53, a switch|54 under the control of the accelerator pedal H1, a, conductor |55,circuit .connecting means associated with the vehicle ignition switchi155 and effective to connect the conductor i55 with a conductor i51when said switch 155 is closed, a normally closed switch |58, a.conductor E55 between said switch |58 and the solenoid H50, a, conductori653 and a normally closed switch 1121i operable when closed to conneetthe opposite side of the circuit with ground for completing the same.The switch |513 includes contact members lSi and 452 between whichcircuit is closed by a conductor bridging member i6@ when the bell crank|20 is rotated counter-clockwise to the position shown pursuant torelease of the accelerator pedal H1. The switch i@ comprises a casing itmounted upon the'gear box 2| and insulatively supported terminal membersi 65 and i65 which are normally mutually engaged by a circuit closingbridge |61 held in the position shown by a spring |68 which is insulatedfrom the casing it by an insulator seat |59. A pin is connected with theconductor bridge M51 by means of an insulator member |1|. A. boss i12abuts against the lower end of the stem il@ to lift the conductor bridgel 61 from engagement with the contacts |65 and |66 when the shifter fork|08 is rotated counter-clockwise for engaging the clutch 65.

It will be seen therefore that upon release of the accelerator pedal ||1for initiating the automatic change from second to fourth speeds each ofthe switches |543, |56, |58 and |94 is closed so the solenoid |50 willbe energized for causing application of the synchronizer brake band |3|upon brake drum |1 to quickly decrease the speed of the clutch ring 69to the speed of the gear 60 so the clutch 65 will engage for immediateestablishmentof the fourth speed train. When this train is established,however, the boss |12 will cause the switch |58 to open whereforesubsequent depression and release of the pedal |1 will Ifail to energizethe solenoid |50 and the synchronizer brake |3i will not be applied.

While operating in fourth speed operator may shift to the third speedinstantaneously at will by simply depressing the heel portion of theaccelerator pedal ||1 whereby a member |13 upon which the pedal |1 ispivotally mounted, to-l gether with a stem |14 connected with said basemember 13, is shifted axially downwardly against the force of a spring|15 of which the ends bear oppositely against the member |13 and abracket |15 suitably connectedvto the underside of a floor board |11 inthe drivers compartment 0f the vehicle. Downward-movement of the stem811i causes pivotal movement of a lever H8 for closing a switchgenerally designated |19 whereby a circuit is closed from the ungroundedside of the battery |52 through a conductor |80, said switch |19, aconductor ISI, a solenoid |82,

i6 Fig. 2, and a conductor |83 back to ground for completing thecircuit. This solenoid |82 is contained within a casing |84 which issupported by a mounting plate |85 upon the back end of the gear box 2|.An armature (not shown) under control of the solenoid |32, when thelatter is energized, is operable to move a link |86 axially rearwardlyor to the right as viewed in Fig. 2 and in this manner to pivot the arm86, to which the left end of the link |86 is connected by a pivot pin|81, counter-clockwise suiiciently to carry the stud 85 into theposition shown in Fig. ,2 from f the position said stud 85 occupies whenengaging the short radius section 81 of the cam plate 80 while thelatter is in the position F. Such counter-clockwise rotation of the arm86 causes like rotation of the shaft 88 and of the shifter fork 92against the force of the spring 89 to disengage the clutch 6|. Upon thisdisengagement of the clutch 6|, while the clutch '55 is engaged, thefourth speed train will be interrupted and the third speed train will beestablished, power then being transmitted. from the drive shaft i9through the clutch 66, gears B0 and 59, jaw clutch lli, gears 5@ and 5iand the overrunning clutch 55 to the driven shaft. As soon as this powertrain is established the gear 60 will be rotating faster than the drivenshaft to Which the clutch ring 56 is splined wherefore the heel portionof the pedal |1 may be released to deenergize the solenoid |82 andpermit the spring B9 to press the ends of the teeth `|52 and `|53 inratcheting relation, the ends of these teeth being bevelled as shown tofacilitate this ratcheting.

While the apparatus is connected for operation through the fourth speedtrain, should the vehicle be slowed down to a speed at which the driveshaft I9' rotates at a predetermined minimum, the spring SP, Fig.10,'will cause the weights W to return to the position shown in Fig. 1,and also cause the cam i4 to rotate counter-clockwise incident tocamming the arm |06, the shaft |01 and the shifter fork |08 clockwisefor disengaging the clutch 66 whereupon establishment oi the secondspeed power train occurs.

Likewise, while the apparatus is operating through the third speed powertrain, when the vehicle slows down to a speed at which the shaft I9reaches the aforesaid predetermined minimum the centrifugal force of theweights W will no longer predominate over the force of the spring' rSP,so the latter will rotate the cam for disengaging the clutch 66. At thistime both of the clutches 66 and 5| will be disengaged so thatestablishment of the first speed train will occur.

Should the operator, while the vehicle is being driven through thesecond speed train, which to change to the first speed train to obtainmore driving power from the engine or to enable him to maneuver thevehicle under closer supervision, he may do so instantaneously bymomentarily depressing the heel portion of the accelerator pedal ||1 forclosing the switch |19 and energizing the solenoid |82 to rotate the arm86, the shaft `|18 and the shifter form 92 counter-clockwise fordisengaging the clutch 6|. Since the clutch 66 will already bedisengaged at this time, both the clutches 6| and 62 will then bedisengaged so that establishment of the first speed train is immediatelyobtained, Upon the establishment of this power train the gear 159 willdrive the gear 60 faster than the gear 50 drives the driven shaft 22through the overrunning clutch 55 wherefore the clutch teeth 62 willrotate fasterthan the teeth 63 so these teeth will simply ratchet harm-11 lessly upon release of the heel of the pedal ||1, and deenergizationof the solenoid |82 whereby the spring 89 is again effective for slidingthe teeth 63 axially against the teeth 62.

Il it should be desired to start the vehicle from rest under conditionsrequiring an unusual amount of driving force the heel portion of thepedal ||1 can be depressed immediately after moving the cam plate 80 tothe forward position F whereby the solenoid |82will be energized fordeclutching the clutch' 6| and causing establishment of the first speedtrain to obtain. After the vehicle has thus been started forwardly inthe rst speed train, the heel portion of the pedal I |1 may be releasedfor deenergizing the solenoid |82, and without causing establishment ofthe second speed train so long as power is transmitted through the firstspeed train, because at this time the gear 60 will be rotating fasterthan the driven shaft 22 and the teeth 62 will simply ratchet over theteeth 63 when the Spring 89 is permitted to shift the clutch ring 64forwardly. However, a shift can be made from the first speed train tothe second speed train at will by momentarily releasing the acceleratorpedal to permit the engine and the drive shaft |9 to deceleratesufiiciently for the gear 60 to synchronize with the driven shaft atwhich time the spring 89 will slide the teeth 63 forwardly into meshwith the teeth 62 to establish the second speed train. During thesynchronization period the switch will be closed as will the switches|56, |58, and |94 so the solenoid |50 will be energized for causingapplication of the synchronizer brake band |3| to expeditesynchronization of the driving and driven components of the clutch 6| inthe manner above described with respect to the corresponding componentsof the clutch 66. However, when the accelerator is later depressed atits toe portion for taking up the drive through the second speed trainit will be noted that the lost-motion connection consisting of the pin|22c and the elongated opening |22d will provide for the switch |63being opened to release the brake band |3| before the engine throttle isopened so the action of this brake band will not rst oppose the enginedriving force and then quickly release, resulting in a surge of powerfrom the engine.

Subsequent to this establishment of the second speed train, the operatormay shift automatically into fourth speed in the above described mannerand backwardly into the third` speed at will, or, the shift may bedirected from second to third by pressing the heel of the pedal I1during the synchronizing period.

Should it be desired to established the rst speed power train so that noautomatic shift can be made to a higher ratio train upon release-of theaccelerator pedal, the operator in starting the vehicle will rotate themanually controlled plate so from position N beyond position F to aposition E. Upon completion of this movement a long radius profileportion |90 will be in registry with the stud |85 to hold the clutch 66disengaged sufficiently to permit the ratcheting of the teeth 61 overthe teeth 68 but not sufficiently to let the teeth 68 rotateclockwisewith the gear 60 (as viewed from the front) past the teeth 61to insure no accidental closing movement of the clutch 66 while theteeth 68 are moving clockwise faster than the teeth 61 with a. resultingclash and possible injury to the apparatus. will remain inthe positionshown since the slot section 95 will haslcLiQy past it wherefore thereverse idler gear 1| willema in the un- The stud 96 meshed position.The stud 83 at the end of this rotation of the cam plate will be at theclockwise end of the arcuate slot section 82 so the shifter fork 41 willbe in its forward position and will have closed the first speed j awclutch 4|. The counter-clockwise end portion of a long radius profilesection |9| of said cam plate 80 will be in registry with the stud 85for holding the clutch 6| disengaged. Therefore, with the clutch 4|engaged and the clutches 6| and 66 held out of engagement the firstspeed train will be established and it will be impossible to establishany of the higher ratio trains. A lobe |92 will at this time be inposition to press against a stem |93 of the switch |94 to open saidswitch and thus preclude application of the synchronizer brake band |3|upon release of the accelerator pedal. While operating in the emergencyposition E of the plate 80 and through the first speed train, theoperator can at any time shift the plate to position F to cause theswitch |94 to close and to otherwise condition the control apparatus forautomatically effecting shifts into the higher ratio power trainspursuant upon release of the accelerator pedal in the manner hereinabovedescribed.

The reverse power train is established by rotating the cam plate 80clockwise from position N to position R. At the end of this rotativemovement the stud |05 will remain upon a section of the long radiusprofile 9| for maintaining the clutch 66 disengaged, while the stud 85will remain upon a section of the long radius profile 84 to maintain theclutch 6| disengaged. The stud 83 will then occupy the position shown inFig. 2 for maintaining the clutch 4| disengaged while a morecounter-clockwise portion of the arcuate slot section 95 registerstherewith. However, the stud 96 will have been actuated by an outwardlycurved portion |95 of the slotl S to rotate the arm 91, which is pivotedupon the shaft 88, counter-clockwise while moving the link 98 rearwardlyendwise for pivoting the arm IUD counter-clockwise and thus shifting thefork 15 and reverse idler gear 1| rearwardly whereby this idler gear ismeshed with the reverse train gears 69a and 12. Since the clutches 66,6|, and 4| are now disengaged, the tail shaft 22 will be caused torotate reversely or in the counter-clockwise direction as viewed fromthe front when the pedal ||1 is pressed for accelerating the engine andthe impeller element IU of the clutch C to impart rotative force to thedriven element |4 and thence to the drive shaft 9. The power train iscontinued through the gears 28 and 29, overrunning clutch 34, sleeveshaft 38 and the gears 69a, 1|

Vand 12 to the tail or driven shaft 22.

When, for example, an engine-driven vehicle upon which this transmissionapparatus is installed is brought to rest in the normal manner with thefirst, second or reverse trains mobilized, there is a tendency for theimpositively driven impeller I4 to transmit torque through the mobilizedof these trains to the load or road Wheels and thus maintain such trainloaded whereby the meshable mobilizing means therefor, as the clutch 4|for the rst speed train and the gears 69a, 1| and 12 for the reversetrain, offers considerable frictional resistance to the manual demeshingoperation which is necessary at times. This difliculty is overcome andthe remeshing of these mobilizing means is made easy by the combinedfunctions of the overrunning clutch 34 and of the synchronizer brakemechanism shown in Figs. 1 and 3. This brake mechanism, as explainedabove, is operable to apply the brake band |3l against the drum il fordecelerating the coupling runner |13, the drive shaft i3 and the drivering 35 of the clutch 3d, and, this brake means is further operable whenthe drive shaft l 9 eventually comes to rest, in the stopping of thevehicle, to exert a force couple upon the drum ll sufficient tov rotateit in the direction opposite to its rotation prior to being stopped.While the drum il is rotating forwardly in the direction indicated bythe arrow in Fig. 3 the frictional drag thereof upon the brake band i3itogether with the force of the spring |36 is sulicient to preventrotation of the band iti in the reverse or clockwise direction, but whenthe drum comes to rest the tendency of the motor H56 in acting throughthe bell crani: :32 to rotate the band i3! clockwise will no longer beopposed by the inertia of the drum and its frictional engagement withsaid drum whereupon the force of the motor will predominate over that ofthe spring |36 and therefore rotate the band i3i clockwise incident todrawing the bolt |341. endwise through the apertured boss 535 whilecompressing the spring The irictionai engagement between the band itiand the drum il will be sufiicient for this backward rotation of saidband to efiect back. rotation or" the drum l1 and hence ci the shaft l@and the gears 23 and 23 and the clutch drive ring 35 whereby this ring35 will overrun they actuator member 3l which is then connected with theroad wheels and prevented from backward rotation. Consequently theclutch rollers 36 will be declutched and the loaded power train relaxed,that is, backlash will be created with respect to the teeth of themeshed toothed members therein as of the clutch di so they may be easilydisengaged and reengaged.

InFig. 4, the back ends of the clutch teeth t2 and the front ends of theteeth |96 upon the internal periphery ring 45 will be seen to bebevelled. Such bevalling of these teeth in the clutch di is in thedirection that the teeth |95 when moved forwardly for engagement of theclutch, if not aligned between the spaces between the teeth e2, will camsaid teeth i2 in the direction to rotate the sleeve 33 and hence theactuator member 31 counter-clockwise as viewed from the front and aspermitted by the clutch rollers 3S from which the load will have beenremoved by the backward rotation of the brake drum l1 at the time thevehicle was brought to rest. Each time the accelerator pedal isreleased, while the cam 80 is in position F and while the rst or secondtrain is established, the brake band 83| will be actuated to rotate theclutch ring 35 reversely when the clutch C is operated at idling speedor at a speed insufiicient to transmit to the impeller1 ifi a forcecoupleV exceeding that applied to the drum i1 by said band |3l. Thus theaction of the synchronizer brake means in imparting reverse rotation tothe drive shaft i9 and to the drive ring 35 of the clutch 3d, incidentto the stopping of the Vehicle subsequent to its operation through therst or second speed trains, will so condition the rst speed train' thatthe manually operated clutch 3| for controlling the mobilization thereofcan be freely engaged or disengaged at will, and in this function theoverrunning clutch 38 additionally cooperates with the bevelled ends ofteeth in the clutch 3| by permitting counter-clockwise rotation of theactuator member 31 while the ring 35 is held by the synchronizer brakeband |3| against the normal loading torque of the coupling runner It.

When stopping with the second speed power train established, which powertrain in the nox'- mal operation of this apparatus will be that leftestablished at the time the vehicle is stopped, the drum l1 will berotated backwardly for rotating the clutch ring 35 backwardly while theclutch actuator 31 is positively held against rotation by its vehiclerunning gear connection including the gears 59 and t0, the engagedclutch 3l and the driven shaft 22.

The teeth upon the reverse train gears 53a., 1| and i2 are bevelled uponcertain of their ends as illustrated in Figs. 5 and 6 so that these willcooperate with the unloaded overrunning clutch 3 in the establishment ofthe reverse power train similarly to the manner in which the bevelledteeth' of the clutch el cooperate in the establishment of the rst speedtrain. Here it will be seen that the forward ends of the teeth upon thereverse gear 12 are slightly backwardly of the forward ends of the teethupon the gear Sta so that when the idler gear 1| is slid backwardly formutual mesh with th'e gears 89a and 12 the teeth of gear 1| will rstmesh with those of the gear 59a and then with those of the gear 12.Since the idler gear 1| is freely rotatable upon its shaft 1d it canrotate in either direction for meshing with the gear 83a. In th'emeshing operation illustrated in Fig. 6 the demeshed teeth of gear 1|are shown in such axial alignment with the teeth upon gear 39a that uponmovement of the gear 1| rearwardly it will be caused to rotate clockwiseby the camming of the bevel faces at the rear ends of its teeth upon thebevel faces at the front ends of the teeth on gear Sea whereby the teethof gear 1l will be moved into the dotted line positions preparatory tosliding into mesh with the teeth of gear 12. Following rearward movementof the teeth on the gear 1| as far as indicated by the dotted lines.these teeth' will of course be aligned with spaces between the teeth onthe gear 69a. and addition rearward movement of this gear 1|. in theexample shown in Fig. 6, will cause the bevel ends of the teeth thereonto engage similar ends upon the forward ends of the teeth of gear 12whereby the gear 1| will be caused to rotate clockwise and impartcounterclockwise rotation to the gear 69a with which the teeth on gear1| are partially meshed. This clockwise rotation of the gear 1l andcounter-clockwise rotation of the gear 69a is permitted by the clutchrollers 36 which at this time will be held released from the drivingrelation between the drive and driven members 35 and 31 as abovedescribed. It will be noted that following the initial meshing relationof the teeth upon gears 1| and 63a the bevelling upon the teeth of gears1| and 12 is such that if the relative rotative position of said gears1l and 12 is any other than exists when the teeth on these gears arerespectively aligned with the spaced between the teeth on the other, thebevel ends of these teeth will coact for causing the aforesaid clockwiserotation of the gear 1I and counter-clockwise rotation of the gear 69aas permitted by the overrunning clutch 34. But in the special case whenthe teeth of gear 1| are aligned with the spaces between the teeth uponth'e gearV 12 at the time that said gear 1| is moved rearwardly to thedotted line position, the teeth of the gears 1| and 12 will readily meshwithout incurring gear rotation.

Counter-clockwise rotation of the countershaft reverse gear 59a in themannerV aforesaid during meshing movement of the reverse idler 1| can beobtained by arranging the reverse gears as illustrated in Fig. I whichcorresponds to Fig. 6. In this arrangement th'e tail shaft gear isplaced forwardly of the gear 69a so it will be engaged first by therearwardly moved gear 1|. In moving the gear 1| rearwardly it willeither move to the position shown by dotted lines without incurrentrotation, in the event its teeth align with the spaces between the teethon gear 12, or it will be rotated counter-clockwise to such dotted lineposition by the camming of its bevelled tooth end faces against thebevelled end faces of th'e teeth on the gear 12. In either case theteeth of gear 1| will be partially meshed with the teeth of gear 12 whenthe dotted line position is reached so that upon further rearwardmovement the teeth of said gear 1| will either slide into aligned spacesbetween the teeth of gear 69a or will cam said gear 69acounter-clockwise by the action of the opposed bevelled ends of theteeth on these gears, as permitted by the overrunning clutch 34.

In Fig. 8, there is still a different arrangement of the bevelling ofthe teeth upon the reverse gears 69a, 1| and 12. As in Fig. 6 thecountershaft gear 69a is disposed forwardly of the tail shaft gear 12,but the bevel upon the teeth' of the gear 69a is opposite to that shownin Fig. 6, and this makes it possible to diminish the distance the gear69a projects forwardly of the gear 12 as presently explained. Upon aninitial backward movement of the idler gear 1| its bevelled tooth endswill cam along the points at the front ends of the teeth on the gear 69ato a transitory position shownbythe dotted lines. Had the gear 1|occupied a rotative position slightly counter-clockwise (as viewed fromthe front) to that illustrated in Fig. 8 the points on the back ends ofits teeth would have been in axial registry with the bevelled ends ofthe teeth on gear 69a so that in this initial backwardly movement ofsaid gear 1| these points of its teeth would have been cammedcounter-clockwise along the ends oi' th'e teeth on gear 69a. bringingthe gear 1| into the same relation with respect to the gears 88a and 12as is illustrated by the teeth shown in dotted outline but, of course,with the teeth on the gear 1| aligned with respectively different spacesbetween the teeth on the gear 69a, without signicance. Therefore, uponthe attainment of this transitory position shown by dotted lines, theteeth of gear 1| will be aligned with the spaces between the teeth onthe gear 69a, either because of having' been initially aligned withthese spaces or b ecause of having been cammed clockwise orcounter-clockwise by the actionof their bevelled faces and points asabove explained. Upon further backward movement of the gear 1| its teethwill either be aligned with the spaces between the teeth of gear 1'2 andsimply slide into mesh therewith or said teeth will be aligned with theteeth of gear 12 to cause clockwise rotation of said gear 1| as the backends of its teeth cam along the front ends .of the teeth' on gear 12preparatory to the meshing of these gears. This clockwise rotation ofthe gear 1| effects the aforesaid counterclockwise rotation of gear 69aas permitted by the overrunning clutch 34.

It will be obvious that with the bevels at the front ends of the teethupon gear 69a arranged as in Fig. 8 that no camming action can takeplace between these teeth and the teeth of the gear 1| after the latterreaches the dotted line position. Ii", however, the bevels on the teethof gear 69a were arranged as shown in Fig. 6, it would be possible forthe bevelled ends upon the teeth of gears 69a and 1| to be in opposedcontiguous axially aligned relation when the gear 1| occupies thetransitory dotted line position and under these conditions if the teethof gear 1| were aligned with spaces between the teeth of gear 12 so thatupon continued backward movement of the gear 1I this gear would be heldby the gear 12V from rotating, the coaction of the opposed axiallyaligned bevelled faces of the teeth on the gears 69a and 1I would besuch that the gear 69a would be urged clockwise. But since theoverrunning clutch 34 would prevent such clockwise rotation the meshingof the gear 1| with the gear 12 would be precluded. This diflculty maybe overcome by moving the gear 12 rearwardly suiiciently far asillustrated in Fig. 6 for the teeth on the gear 1| to become completelyaligned with the spaces between the teeth on the gear 69a prior to theoccurrence of any meshing of the gears 1| and 12.

The arrangement of the reverse gears shown in Fig. 9 is like that ofFig. 8 with the exception that the direction of the bevel of the teethon the gear 1I is reversed and the gear 12 is placed forwardly of thegear 69a. Thus when the gear 1| is moved backwardly its teeth rst meshwith or engage and mesh with the teeth of the gear 12 whereby they arecaused to occupy a transitory position shown by the dotted lines. Uponfurther backward movement of the gear 1| its teeth will slide into meshwith the teeth of the gear 69a either from a position in which the teethof gear 1| are aligned with the spaces between the teeth of the gear69a, pursuant to which said gear 69a is not rotated, or, from a positionin which the teeth of the gears 1| and 59a are axially aligned so thatopposed bevelled ends ofthe teeth of these gears will cause the gear 69ato rotate counter-clockwise.

This cooperation of the bevel teeth in the iirst speed train of themobilizing clutch 4| and in the reverse train of meshable members Bla,1| and 12 with the overrunning clutch u of which the unloading isautomatically controlled by the reversing synchronizer brake mechanism,including the throttle responsive switch IM, enables the operator toquickly manually alternately establish the first speed power train andthe reverse power train as is sometimes necessary in the manipulation ofa vehicle as, for example, when advancing and reversing to maneuver itfrom close quarters or in obtaining a rocking ,motion of the vehicle toget it out of slippery ruts or the like where there is little tractionfor the road wheels.

Thus I have combined in power transmission apparatus, suitable for useupon a motor vehicle, an impositive coupling in driving relation with amulti-speed transmission in which overrunning clutch means is employedto enable automatic shifting between power trains, and synchronizingbrake means automatically operable under control of throttle responsivemeans for quickly synchronizing the driving and driven parts ofto-be-connected power trains in the transmission, and the synchronizerbrake means being of. a character to reversely rotate the aforesaidoverrunning clutch means to free the same of torque from said couplingand thus expedite the meshing and demeshing of means for mobilizingstarting trains of said transmission.

o Second embodiment A second embodiment of the invention is incorporatedinto the power transmission apparatus shown in Figs. 11 and 12. Thisapparatus 17 includes a uid coupling C' corresponding to the coupling Cand having its impeller element operably connected with a source ofpower as a crankshaft I2 of an internal combustion engine which in thisinstance is assumed to be that of a motor vehicle. The driven or runnerelement |4 has its hub I3' splined at 200 to a short hollow shaft 2|0journalled in opposite ends of the impeller member |0' upon bearingunits 202 and 203. A transmission drive shaft I9' has a bearing section204 of reduced diameter piloted in a rear section of the short hollowshaft 20| upon a set of needle bearings 205.

Said hollow shaft 20| has a radial flange 206 upon its back end, and tothis flange there is connected by means of a plurality ofcircumferentially spaced bolts 201 the hub portion of a brake drum I1',an outwardly projecting radial ange |99 of an overrunning clutch drivering 208 and a circular flange portion 209 of a jaw clutch member 2|0having circumferentially spaced jaw teeth 2||. An overrunning clutchunit 2|2 of which the ring 208 is the drive component comprises anannular actuator member 2|3 and clutch rollers 2|4 of the usualcharacter. The actuator member 2|3 is splined at 2|5 to the transmissiondrive shaft I9' whereby power for driving said drive shaft clockwise asviewed from the front is transmittable from the coupling runner i4'through the splined connection 200, shaft 20|, ange 206 of said shaftand the overrunning clutch unit 2|2.

Planetary change-speed gearing generally designated 2|6 is contained ina gear box 2|1. This gearing as well as control shafting, clutch meansand speed-responsive control means therefore contained in the clutchhousing |28' rearwardly of the brake drum I1 is like that shown in Fig.1 of my United States Patent No. 2,171,534, with the exception ofcertain details hereinafter specifically pointed out. In view of thecomplete disclosure of this change-speed gearing in said patent, onlythe general structure and operation thereof will be herein described,the present invention relating to the combination with this change-speedgearing of the reversing synchronizer brake mechanism disclosed abovewith respect to the first embodiment and cooperable with the brake drum|1' and the overruning clutch 212 and an improved manually operable jawclutch means presently to be described for connecting the transmissionfor forward or reverse drive.

This planetary gearing is disposed in a rotatable carrier 2|6 having afront spider 2|9 and a back spider 220 in which there are a plurality ofpaired axially aligned bearing units 22| and 222 in each pair of whichthere is journalled a shaft 223 on which there is fixed a set of gears22, 225 and 225. A sun gear 221 fixed to the drive shaft i9 meshes withthe planet gears 225, whereas a second sun gear 228 meshes with theplanet gears 226, the sun gear 228 being xed to the driven shaft 229. Athird sun gear 230 is journalled upon the shaft i9 and meshes with theplanet gears 22d.

In mobilizing the first speed power train, a clutch ring 23| havinginternal teeth 232 is shifted rearwardly by means of a manually oparableshifter fork 233, to engage the teeth 232 with complemental clutch teeth234 upon the outer ring 235 of an overrunning clutch unit 236 ,whereinthere are clutch rollers 231 which prevent counter-clockwise rotation(as viewed from the front) of an actuator member 238 of said clutchrelatively to the y ring 235 but permit clockwise rotation of theactuator relative thereto. Said actuator member is xed upon a for..wardly extending hub portion 239 of the planet carrier 2|8. The clutchring 23| ls'slidable axially upon and carried by a circular flange 240projecting forwardly from a wall 24| of the gear box, and said flangehas a circumferentially arranged series'of teeth 242 which mesh with theteeth 232 of the ring 23|. Connecting portions of the flange 240 withthe wall 24| are illustrated in detail in my prior PatentNo. 2,171,534.A plurality of openings. as 243 in the wall member 24| and in the base244 of the flange 240 re.

teeth 232 are disposed, when the ring 23| is slid rearwardly asaforesaid for meshing the teeth 232 and 234. When thus meshed theseteeth will connect the clutch ring 235 non-rotatively with the gear boxwall 23| through the connection including the ring 23|, the teeth 232and 242 and the flange 240 which is connected with said wall.

After effecting this connection, when the operator accelerates hisengine sumciently above idling speed the clutch impeller l0' willtransmit force to the runner I4 to cause the vehicle to be drivenforwardly through, the first speed power train, this train includingsaid runner |4', the hollow shaft 20|, overrunning clutch 2|2, driveshaft I9', sun gear 221, planet gears 225. planet gears 226 and the sungear 228 to the driven shaft 229. During operation of this power trainthe planet carrier 2|8 will tend to rotate backwardly orcounter-clockwise as viewedfrom the front, but this is prevented by theoverrunning clutch 236 of which the ring 233 is then clutched to thegear box. Speed reduction is obtained because of the ratio in diameterof the gears 225 and 221 and in the gears 226 and 228. During operationof the first speed train, the gears 224 and 230 will cause clockwiserotation of a sleeve shaft 245 at reduced speed with respect to thedrive shaft I9' and hence with respect to the jaw clutch drivecounterpart 2|0, but when a predetermined minimum speed is reached theshaft 245 and inertia weight carrier 246 fixed thereto will rotatesufliciently fast to cause weights W in said carrier to pivot clockwiseas viewed in Fig. 11 and whereby their heel portions 241 will actthrough a coil spring 248 for yieldngly urging a jaw clutch counterpart249 forwardly with its teeth 250 in ratcheting relation with the teeth2|| of the counterpart 210. The end faces of the teeth 250 and 2H arebevelled to facilitate such ratcheting.

Second speed is obtained by releasing the accelerator pedal to permitthe vehicle engine, together with the clutch C and the clutchcounterpart 2|0, to decelerate until said counterpart synchronizes withthe counterpart 249 which continues rotation withV the vehicle runninggear and the planetary gearing 2| 6 at substantially constant speed aspermitted by the overrunning clutch 2|2. When the clutch counterpartssyn-l chronize the teeth 250 and 2I| Will mesh for establishing thesecond speed power train which includes the sleeve shaft 245, gears 230and 226 and the gears 226 and 223. Meanwhile the sun gear 221 will bedriven from the gears 225 at an overspeed with respect to the clutchrunner i4' whereby the clutch 2|2 is caused to overrun.

In establishing the third speed power train the accelerator pedal willagain be momentarily released to cause a second deceleration of theengine, and hence of the sun gear 230 while the sun gear 228 operates atsubstantially constant speed because of its connection with the vehiclerunning gear, and when this occurs the gears 226 will be caused toadvance orbitally about the sun gear 228 in the clockwise direction tocause clockwise rotation of the carrier 2|8 and of speedresponsive means(not shown) disposed within a casing 252 that is fixed to said planetcarrier. This speed-responsive means is thus actuated for pressingrearwardly upon a spring 253 to yieldingly urge the internal teeth 254of a sleeve 255 rearwardly into mesh with the teeth 256 of a jaw clutchmember 251 splined to the driven shalt 229. This sleeve 255 is connectedby an intermediate sleeve 258 with a rearwardly extending hub portion259 of the carrier 2|8 so that when the engine is deceleratedsufcientls1 for the carrier 2|8 to accelerate clockwise into synchronismwith the driven shaft 229, the spring 253 will cause the teeth 254 tomesh with the teeth 256, thus non-rotatively connecting the carrier 2|8with the driven shaft, and since the planet gears 226 are meshed withthe sun gear 228 the planet carrier and the gearing carried thereby willbe locked as a unitary mass coupling the drive sleeve 245 directly withthe driven shaft 229 so that there will be a direct driving connectionbetween the clutch runner |4' and the driven shaft 229. An integralconnection between the carrier hub 259 and the carrier proper 2 I8 isshown specically in the above-mentioned Patent No. 2,171,534.

There is associated with the brake drum I1 a brake band |3|corresponding to the brake band |3| described with respect to the firstembodiment. Operating and control mechanism for this brake band |3Isimilar to that shown in the circuit diagram in Fig. 1 may be provided,there being the exception that the conductor |60, Fig. 1, would not beconnected with ground through a switch |94, inasmuch as there is noemergency low speed control mechanism in association with thetransmission shown in Fig, 11 that would necessitate a switch as |04.Therefore, when the accelerator pedal is released in establishing thesecond speed power train the brake band |3I' will be applied to the drum|'l' for expediting synchronization of the clutch counterparts 2|0 and249, and, likewise, in the shift from the second to the third speedpower trains. said brake band |3| will incurv braking action upon thedrum I1 to cause faster deceleration of the gear 230 relatively to thegear 228 to expedite increase in speed of this planet carrier to thespeed of the driven shaft 226 and hence the engagement of 4the clutchteeth 254 and 256 for establishing the third speed train.

When the third speed train is established by the rearward movement ofthe sleeve 255, a. pressure ring 260 will be forced rearwardly whileacting against the lower ends of the legs on a shifter fork 26| to causecounter-clockwise rotation of this shifter fork as viewed in Fig. 11 andof a cross shaft 262 on which it is mounted, against the force of aspring 265. A lug 263 connected with the hub portion of the shifter fork26| will be moved forwardly to manipulate an actuator link 264 foropening a switch |58' corresponding to the switch |58 shown in 'Fig. 1.Therefore upon the establishment of the third speed train thethrottle-controlled circuit normally causing application of thesynchronizer brake band |3I' upon release of the accelerator pedal willbe opened to disable said circuit and prevent synchronizing action ofthe brake band when such action is not needed or desired.

It will be understood that the third speed train can -be disconnectedinstantaneously by demeshing the third speed clutch teeth 254 and 256 tocause the second speed power train to come into operation, and this maybe done by effecting clockwise rotation of the control shaft 262 and ofthe shifter fork 26| to cause forward movement of the ring 260 and theclutch sleeve 255. Said shaft 262 may be controlled manually and/or bymeans of a solenoid as |82 in Fig. 2 and a throttle pedal controlledswitch as |19 in Fig. 1.

To connect the reverse train the clutch ring 23| will be moved forwardlyfrom a neutral position wherein none of the power trains are mobilizedto a position in which the forward ends of the teeth 232 mesh with teeth266. In this manner the sleeve shaft 245, to which a ring 261 carryingthe clutch teeth 266 is splined, will be connected in xed relation withthe gear box wall 24| Wherefore the sun gear 230 will be constrainedagainst rotation. Following this connection and acceleration of thevehicle engine, driving power will be transmitted from t-he runner I4through the overrunning clutch 2|2, the drive shaft I8', and the gear221 to the planet gears 225. Since the gear 230 is now held againstrotation and the ring 235 of the overrunning clutch 236 is disconnectedfrom the gear box, the planet gears 224 will be advanced orbitally aboutsaid gear 230 while rotating the planet carrier 2| 8 reversely orcounter-clockwise as viewed from the front. Meanwhile the planet gears226 will be orbitally advanced about the sun gear 228 but at less speedthan that at which they are orbitally moved with the reversely rotatingcarrier 2| 8 wherefore said gear 228 will be rotated reversely at a slowspeed of desired ratio.

Assuming that the clutch ring 23| is in the rearward position with itsteeth 232 meshed with the teeth 234 for mobilizing the rst speed train.that the coupling C has been rotated sufciently fast by an accelerationof the vehicle engine to have caused power to have been transmittedthrough this power train and that the accelerator Vspecial has beenreleased in bringing the vehicle to rest, upon this release of theaccelerator pedal the synchronizer brake band |3| causes rapiddeceleration of the drum Il and ultimate reverse rotation of said drumand of the clutch ring 208 to relieve the load from this power train andmaintain said power train unloaded by constraining the impositivelyurged runner I4 against rotation. The thus released or unloaded powertrain will incur no pressure between the teeth 234, 232, and 242 wherebymanual disengagement of these teeth for disrupting the rst speed trainis easily accomplished. Once the first speed train has been demobilizedwhile the brake band |3| holds the overrunning clutch ring 208 againstrotation, said train will remain relaxed and can again be mobilized byshifting the ring 23| rearwardly. Re-meshing of the teeth 232 and 234 isfacilitated by bevelling the back ends of the teeth 232 and the frontends of the teeth 234 as illustrated in Fig. l2 whereby if these teethshould be axially aligned at the time of meshing, the ring 235 will becammed counter-clockwise as viewed from the front and as permitted bythe clutch rollers 231.

Each time the vehicle engine is accelerated and decelerated by releaseof the accelerator pedal the drum I1' will be caused to rotatecounter-clockwise for relaxing the power train in which the apparatushad been operating. Therefore the over- Yshiiting the ring 23| and theteeth 232 forwardly for engaging the reverse train, the bevelling uponthe front ends of the teeth 232 and upon the back ends of the teeth 266as illustrated in Fig. 12 will result in the ring 261, the sleeve shaft2li and the sun gear 230 being rotated clockwise as viewed from thefront and as permitted by the overrunning clutch 2|2 when the teeth 232and 266 are axially aligned at the time of this meshing operation. Sincethe sun gear 226 is held against rotation by the vehicle running gear,said clockwise rotation of the gear 230 will act through the planetgears 224, 225 and 226 for causing the sun gear 221 and the clutchactuator member 2|3 to rotate clockwise. It will be seen therefore thatthe bevelllng upon the opposed ends of the teeth 2,32 and 266 is suchthat the reverse train can always be easily meshed either from theposition in which the teeth 232 are aligned with the spaces between theteeth 266 or from a position in which they are aligned with said teeth266. Thus the brake band I3I', in rotating backwardly to relax theoverrunning clutch 2 I2 common to the reverse and rst speed trains andthus holding the same relaxes against the impositive force of the runnerI4', cooperates with the bevelling upon the teeth 234, 232 and 266 toenable either of these to be easily mobilized or demobilized.

There is no intention of limiting the invention to the specicembodiments herein shown and described for numerous modicationsemploying the same principles of operation will be apparent to thoseskilled in the art, wherefore it should be clearly understood that theinvention extends to other arrangements, details and structures fallingwithin the spirit thereof.

I claim:

1. In a change-speed transmission, a power train including a clutchwherein there are parts relatively rotatable in one direction andwherein during the transmission of power through said power train one ofsaid parts transmits force to the other pursuant to tending yto rotaterelative thereto in the direction opposite to which such relativerotation can occur, complementall relatively rotatable toothed membersmeshable to mobilize said train, means connecting one of said toothedmembers for rotation with one of said rotatable parts, and cam meansassociated with said toothed members and operable incident Ito themeshing of said members to cause the one thereof connected with saidclutch part to rotate in the direction causing said part to rotate inthe one direction relatively to the other part.

2. In a change-speed transmission, a power train including a clutchwherein there are parts relatively rotatable in one direction andwherein during the transmission of power through said power train one ofsaid parts transmits force to the other pursuant to tending to rotaterelative thereto in the direction opposite to which such relativerotation can occur, complemental relatively rotatable toothed membersmeshable to mobilize said train, when in such relative rotation positionthat the teeth on each arealigned with the spaces between the teeth ofthe other,l

means connecting one of said toothed members for rotation with one ofsaid rotatable clutch parts, and cam means associated with said membersand operable, incident to the meshing of said members from a conditionor relative rotation wherein the teeth are not aligned as aforesaid. torotate the one thereof connected with the clutch part suiilciently toincur such alignment and to eiect such rotation in the direction causingsaid clutch part to rotate in the aforesaid one relative direction withrespect to the other clutch Part.

3. In a change-speed transmission, a power train including a clutchwherein there are parts relatively rotatable in one direction andwherein during the transmission of power through said train one of saidparts transmits force to the other pursuant to tending to rotaterelatively thereto in the direction opposite to which such relativerotation can occur, toothed members complementally meshable to mobilizesaid train, said members being relatively rotatable when unmeshed andbeing relatively axially movable to carry the teeth thereon endwise intomesh, one of said toothed members being connected with one of saidclutch parts for rotation therewith, and bevel end sections upon .theteeth of at least one said toothed members and engageable with the teethupon the other member, incident to the meshing of said members from acondition of relative rotation wherein the teeth are not aligned asaforesaid. to rotate the one thereof connected with the clutch partsuiiciently tovincur such alignment and .to effect such rotation in thedirection causing said clutch part to rotate in the said one relativedirection with respect to the other clutch part.

4. In a change-speed transmission, apower train including a clutchwherein there are parts relatively rotatable in one direction andwherein duringl the transmission of power through said train one of saidparts transmits force to the other pursuant to tending to rotaterelatively thereto in the direction opposite to which such relativerotation can occur, toothed members complementally meshable to mobilizesaid train. a first of said toothed members being connected with one ofthe clutch parts for rotation therewith, a second of said toothedmembers being rotatable independently of said one member and alsoindependently of a third of said members when unmeshed therewith butmutually meshable with said members to eect a torque transmitting bridgetherebetween. said second member being relatively movable axially of thefirst and third members to effect such mutual meshing, the first andthird members having such relative axial positions with respect to thesecond member that teeth of said second member will partially mesh withone before the other, and cam means associated with the second meshingmember and with said second member and operable incident to the meshingthereof to cause the first member to rotate in the direction causingsaid clutch part to rotate in said one relative direction with respectto the other clutch part.

5. In a change-speed transmission, a power train including anoverrunning clutch comprising drive and driven parts, gearscomplementally meshable to mobilize said train, one of said gears beingdrlvingly connected with the driven part of said overrunning clutch, asecond of the gears being rotatable independently of the one gear andalso being rotatable independently of a third of said gears whenunmeshed therewith but being 1Jaxially movable into mutual mesh with thefirst and third gears, said third gear being for connection with a loadand to be normally held thereby against rotation when the load is atrest,

said second gear having teeth end portions in opposed relation withteeth end portions of the first and third gears and which are movedfirst toward and then beyond the teeth end portions of the first andthird gears incident to the aforesaid meshing, said second gear beingfirst axially meshable with the first gear and having upon its opposedteeth ends bevelled faces cooperable with the opposed end portions ofthe first gear teeth to effect rotation of the second gear in thedirection required thereof, when driving the first gear, to rotate saidfirst gear in the direction for causing the drive clutch part tooverrun, and the opposed ends of the third gear teeth being cooperablewith the bevelled faces of the second gear teeth to eiect rotation ofthe second gear in said required direction incident to axial movement ofthe second gear beyond the point neces.. sary for meshing the first andsecond gears and incident to meshing the second and third gears.

6. In a change-speed transmission, a power train including anoverrunning clutch comprising drive and driven parts, gearscomplementally meshable to mobilize said train, one of said gears beingdrivingly connected with the driven part of said overrunning clutch, asecond of the gears being rotatable independently of the one gear andalso being rotatable independently of a third of said gears whenunmeshed therewith but being axially movable into mutual mesh with thefirst and third gears, said third gear being for connection with a loadand to be normally held thereby against rotation when the load is atrest, said second gear having teeth end portions in opposed relationwith teeth end portions of the rst and third gears and which are movedilrst toward and then beyond the teeth end portions of the rst and thirdgears incident to the aforesaid meshing, said second gear being firstmeshable with the third gear and having upon said ends thereof bevelledfaces cooperable with the opposed end portions of the third gear toeffect rotation of the second gear in the direction opposite to thatrequired thereof, when driving the first gear, to rotate said first gearin the direction for causing the driven clutch part to overrun the driveclutch part. and said bevelled faces of the second gear teeth beingcooperable with said teeth end portions of the first gear to rotate thesame in the direction to overrun the clutch driven part as aforesaidincident to meshing the second and first gears following axial movementof the second gear beyond the point necessary for meshing the second andthird gears.

7. In a change-speed transmission, a power train including anoverrunning clutch comprising drive and driven parts. gearscomplementally meshable to mobilize said train, one of said gears beingdrivingly connected with the driven part of said overrunning clutch, asecond of the gears being rotatable independently of the one gear andalso being rotatable independently of a third of said gears whenunmeshed therewith but being axially movable into mutual mesh with thefirst and third gears, said third gear being for connection with a loadand to be normally held thereby against rotation when the load is atrest. the first and third gears each having teeth end portions inopposed relation with teeth end portions of the second gear, said rstand third gears occupying different axial positions whereby the secondgear is meshed with one of said rst or third gears before the other, andsaid teeth end portions on the other of the rst or third gears havingtransverse bevelled end faces covering their entire ends and turned insuch direction that they coact in a camming action with said endsections of the second gear to impart rota.- tion to the rst gear in thedirection required to overrun the clutch driven part with respect to theclutch drive part following meshing of the second gear and said one gearand incident to the initial meshing of the second gear and said othergear.

8. The combination set forth in claim 'l and wherein there are, uponsaid opposed ends of the first gear teeth, bevelled faces cooperablewith portions of said opposed ends of the second gear teeth to effectrotation of the second gear oppositely to said required direction,incident to the meshing of the first and second gears.

9. In a, change-speed transmission, a power train including anoverrunni'ng clutch comprising drive and driven parts, gearscomplementally meshable to mobilize said train, one of said gears beingdrivingly connected with the driven part of said overrunning clutch, asecond of the gears being rotatable independently of the one gear andalso being rotatable independently of a third of said gears whenunmeshed therewith but being axially movable into mutual mesh with therst and third gears, said third gear being for connection with a loadand to be normally held thereby against rotation when the load is atrest, said first and third gears each having teeth end portions inopposed relation with teeth end portions of the second gear, bevelledfaces upon said end portions of the rst and third gears and cooperablewith said end portions of the second gear teeth to cam the second gearin respectively opposite rotative directions incident to initial meshingtherewith, the axial spacing of the rst and third gears being such thatmeshing of the second gear rst occurs with the first gear, and the slopeof said bevel on the third gear teeth being of the character to rotatethe second gear. and hence the first gear then meshed therewith, in thedirection to cause the driven clutch part to overrun incident to themeshing of the second and third gears.

10. The combination set forth in claim 9 and wherein said opposed endsof the second gear teeth have bevelled faces turned in such directionthat upon their abutting against said end portions of the teeth oneither of the other gears said bevelled faces of `the second gear willcause the same to be rotated in the direction which when said gear ismeshed with the first gear would effect rotation of said first gear inthe direction to cause the driven clutch part to overrun the clutchdrive part.

1l. 1n a change-speed transmission, a power train including ancverrunning clutch comprising drive and driven parts, gearscomplementally meshable to mobilize said train, one of said gears beingdrivingly connected with the driven part of said overiunning clutch, asecond of the gears being rotatable independently of the one gear andalso being rotatable independently of a third of said gears whenunmeshed therewith but being axially movable into mutual mesh with thefirst and third gears, said third gear being for connection with a, loadand to be normally held thereby against rotation when the load is atrest, the first and third gears each having teeth end portions inopposed relation with teeth end portion of the second gear, bevelledfaces upon said teeth end portions, said bevelled faces on the first andthird gear teeth being cooperable with said end portions of the secondgear teeth to cam the second gear respectively in opposite directions Iincident to initial meshing therewith, the axial spacing of the rst andthird gears being such that meshing occurs between the third and secondprior to between the rst and second, the slope of said bevel faces onthe rst end portions of the second gear said faces will cause rotationof said iirst gear in the direction to effect overrunning rotation ofthe clutch driven part relatively to the clutch drive part, and saidfaces on the second gear teeth end portions being sloped in thedirection to abut flatly against said teeth end faces of the first gearwhen registered therewith.

12. In a change-speed transmission, a power train including anoverrunning clutch comprising drive and driven parts, gearscomplementally meshable to mobilize said train, one of said gears beingdrivingly connected with the driven part of said overrunning clutch, asecond of the gears being rotatable independently of the one gear andalso being rotatable independently of a third of said gears whenunmeshed therewith but being axially movable into mutual mesh with therst and third gears, said third gear being for connection with a loadand to be normally held thereby against rotation when the load is atrest, the first and third gears each having teeth end portions inopposed relation with teeth end portions of the second gear, bevelledend faces upon Asaid teeth end portions of each of said gears, saidfirst and third gears occupying different axial positions whereby thesecond gear is meshed with one of said ilrst or third gears before theother, said bevelled end faces on the teeth of the second gear and ofsaid'one gear intersecting one side of their respective teeth at anangle to effect acute points at these ends oi their teeth and said facesbeing upon such sides of their teeth that the faces of each of thesegears, when their teeth are at the circumferential position forinter-meshing, face toward the same side of a plane common to the axesof these gears whereby the points thereof are disposable in cammingrelation with the faces of each other to insure that upon axial meshingmovement of said second gear sumciently far to dispose these gears withtheir said bevelled faces in a common plane normal to said axes theteeth of each will be axially aligned with the spaces between the teethof the other, and the bevel end faces of the teeth on the second gearbeing cooperable with the end faces of said other gear for effectingrotation of the rst gear in the direction to cause overrunning of saiddriven clutch part relatively -to the drive clutch part.

13. In a power train for establishing a driving connection between theengine and a propeller shaft ofV an engine-driven vehicle, three gearsmeshable to operate in series in said train and of which theintermediate gear is freely rotatable and axially slidable mutually intomesh with the other gears to effect such driving connection, anoverrunning clutch of which the driven element is in driving relationwith one of said other gears, said other gears operating in spacedparallel planes whereby the intermediate gear meshes with one thereofbefore the other, and the meshing ends of the teeth upon certain of saidgears being bevelled whereby pursuant to such meshing of the gears theone connected with the overrunning clutch driven member will be cammedrotatively in the direction permitted by said clutch member as itoverruns its associated drive member.

14. Change-speed transmission apparatus comnormally operable todelecel'ate the same incidentA to a shift from the low to the high speedtrain, means settable to preclude a shift from the low speed train tothe high speed train, and means operable under control of saidsettable'means to vpreclude operation of the synchronizer brake meanswhen said settable means is set as aforesaid.

15. In apparatus fordrivingly connecting an engine with a load, thecombination of a changespeed transmission including a plurality ofdifferent speed ratio power trains individually establishable betweensaid engine and the load, two of the lower ratio of said trains being ofa ratio suitable for starting the load and each including a plural partmeans meshable to respectively mobilize the same, the lower ratio ofsaid two trains also including an overrunning clutch wherein there aredrive and driven members, one part of the meshable means in this lowerratio train being connected with the driven member oi' said clutch andsuch meshable means including cam means operable incident to the meshingthereof to rotate the part thereof connected with the clutch drivenmember in the direction permitted thereby as it overruns its associateddrive member to facilitate meshing of such meshable means, the meshableparts of the higher ratio train of said two trains being for connectionwith the load and thus being normally non-rotatable when meshed whilethe load is at rest, said one meshable part of the lower ratio trainbeing drivingly connected with one of said parts of the higher ratiotrain, manually operable means for effecting concurrent meshing of saidmeshable means and incident to initially meshing the means in the lowerratio train wherefore said one meshable part thereof will have beenrotated prior to connection with the load through the other meshablemeans.

OSCAR HJ BANKER.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS

